Equalizing-trap for lubricators for steam-engines



2 Sheets-Shee1, 1.

. S. H. EDGERLY. Equalizing-Trap for Lubripators for Steam-Engines.

No. 224,159. Patented Feb. 3,1880.

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' Equaliz ing -Tra pfor Lubricators for Steam-Engines. No. 224,159. Patented Feb. 3,1880.

N. PETERS, PHOTO-LFIHOGRAPHER WASHINGTON. D. Q

UNITED STATES PATENTQQFFICE' SAMUELH. EDGERLY, or JACKSON, MICHIGAN.

EQUKLIZING-TRAP FOR I U BRICATO RS FOR STEAM-ENGINES.

SPECIFICATION formingpart of Letters PatentiNo. 224,159 dated February 3, 1880.

V 4 Application filed December 24, 1879.

To all whom it may concern Be it known that I, SAMUEL H. EDGERLY, ot' the city of Jackson, in the county of J ackson and State of Michigan, have invented a new and useful Improvement in Equalizing- Traps for Lubricators for Steam-Engines, which improvement is fully set forth in the following specification and accompanying drawings, in which Figure 1 is an elevation of the trap. Fig. 2 is a-vertical section of the trap. Fig. 3 is a broken side elevation of a boiler, showing the trap inclosed in the steam-dome, and Fig. 4. is a broken side elevation of a boiler, showing the trap on the outside of the boiler.

Like letters denote like parts in each figure.

,My invention relates to that class of lubricators in which the oil is fed into the dry-pipe of asteam-engine by either steam or hydrostatic pressure; and it consists in an equaliz ing-trap so connected with the oil-pipe of the lubrieator, the dry-pipe of the engine, and the inside of the steam -dome that when the steam is cut off from the engine there will be a constant steam-pressure in the trap, and any sudden flow of oil from the lubricator-into the dry-pipe will be prevented.

As such lubricators areat present applied to steam-engines with an oil-pipe leading direetly'from the lubricator into the dry-pipe, with no communication with the inside of the boiler, when steam is cut olf'from theengine and the steam-pressure taken ofl' from the lubrieator the expansion of steam-thereby caused in the lubricator suddenly forces a quantity of oil .into the dry-pipe, and when steam is again turned onto the engine the lubricator will not at once feed oil, but will remain in-v operative for some length of time. This is especially noticeable in engines using a high steam-pressure.

The construction of my improvement is as follows: A is a trap, constructed of metal of proper thickness. B is the oil-pipe of the Inbricator leading into the trap. O is the oilpipe leading from the trap to the dry-pipe. D is a steam-pipe opening from the trap into the steam-dome of the boiler. E is a valve in the trap, of which F is the seat. G is a coilspring around the upper. end of the-valve-rod. H is a boiler, of which I is the steam-dome. K is the dry-pipe or steam-pipe to the engine.

InFig. 3 the trap is shown placed inside of the steam-dome. The oil-pipe B runs from the lubricator J to' the trap A, and from the bottom of the trap A the oil-pipe 0 runs into the dry-pipe K. The valve-rodE is shown connected by an arm to the throttle-valve, so that the valve E will be opened when the throttle is opened and closed when the throttle 6c is closed. The arm from the throttlevalve may be fastened to a collar sliding on the valverod E, and any difierence of travel between the throttle valve and valveE will be taken up and compensated by the coil-spring G, Fig. 1. The steam-pipe D opens from the trap into the steam-dome, so that the steampressure in the boiler is communicated through the pipe D, trap A, and pipe B to the interior of the lubricator J.

When the trap is placed in the steam-dome, as in Fig. 3, the pipe D may be dispensed with, and the valve-rod E may fit loosely in the top of the trap A, so that steam may pass into thetrap around said valve-rod.

When the trap is placed outside of the boiler the. valve-rod E should be packed where it passes through the top of trap A, and the pipe D should be carried into the steam-dome, as shown in Fig. 4..

In the drawings, Fig. 3, the valve-rod E is shown attached to and worked from the throttle-valve; but I do not claim this connection, nor do I claim any particular mode of operating the valve E, nor the construction of said valve E, as any valve maybe used which will close pipe 0, and may be operated in any manner which may best suit the convenience of the engineer. Y

The operation of the trap is as follows:

When the throttle is closed the valve E should the lubricator which would'follow if there I700" were no opening from trap A into the boiler. When the throttle is opened the valve E should be opened to permit the passage of oil from the trapA through the pipe 0, andthe lnbricator will at once begin to feed oil into the dry-pipe K.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is as follows, viz:

1. In combination with a lubricator for steam-engines, an, equalizing-trap the interior of which is in free communication with the interior of the lubricator and the steam in the boiler, and which has an oil-pipe leading from it to the dry-pipe or steam-pipe of the engine, and a valve by which said oil-pipe can be closed, substantially as shown and described.

2. An equalizing-trap for lubricators for steam-engines, connected by a pipe with the interior or steam-dome of the boiler, having an oil-pipe with a valve for closing the same, leading therefrom to the dry-pipe, attached S. H. EDGERLY.

Witnesses:

D. BETHUNE DUFFELD, CHARLES E. LOTHROP. 

